Automobile control mechanism



Nov. 10, 1936. R. HARRQUN AUTOMOBILE CONTROL MECHANISM Filed Oct 9, 1933 2 sheets-sheet 1 Nov. 10,' 1936. h. HARROUN AUTOMOBILE CONTROL MECHANISM Filed Oct. 9, 1935 2 Sheets-Sheet 2 Patented Nov. 10, 1936 UNITED STATES PATENT OFFICE I 2,oso,731 AUTOMOBILE oon'mor. MECHANISM Ray Harroun, Detroit, Mich assignor of sixtyeight and seventy-five one-hundredths per cent to Michael J. Glenn, Indianapolis,- Ind.

Application October 9, 1933, Serial No. 92,893

, to actuate both the throttle valve and the brake at the same moment. c

The principal object of the present invention is to provide a control mechanism for automobiles whereby the throttle valve and brake may be controlled either selectively or simultaneously.

The control mechanism is so constructed that its actuatingqnovements will be in accordance with the natural and instinctivemovements of the drivers foot and, in normal operation, there I will be no possibility of the control being operated in an incorrect manner. In order to further prevent incorrect operation, theinvention includes an arrangement of'the control such that operation of the control to actuate either the throttle valve or the brake mechanism will cause resistance to be developed against the operation of the other mechanism. This arrangement is particularly desirable in that it will prevent the driver, in a moment of excitement, from accidentally misdirecting the effort of his foot to cause the operation of the throttle valve instead of the brake, and vice versa. Another important object of the invention is to provide a' control mechanism of this general type which includes an operating member on pedal so constructed that it will guide the positioning of the operators foot thereon with the result that there will be no possibility of the foot being improperly positioned upon the controlpedal.

Another object ofthe invention is, to provide a novel form of brake actuating, mechanism which is so constructed that too great or sudden a movement of the brake control will cause a commensurate reaction to be developed in the braking mechanism, thereby preventing damage to the automobile and injury to ;its occupants. The braking mechanism of the invention is also arranged in such a manner that a portion of the Still another object of the invention is toprovide a control mechanism for the throttle valve and brake which will operate the clutch with the throttle valve in proper sequence.

Still other objects and advantages of the invention will be apparent from thefollowing speciflcation, in which: 0

Figure 1 is a view in side elevation showing the mechanism of my invention applied to an automobile, y

Figure 2 is a transverse elevation taken on the line 2-2 of Figure 1 and looking in the direction of the arrows, and

Figure '3 is a view at right angles to that of Figure 2, taken on the .line 3-3 of Figure 2 and looking in the-direction of the arrows;

'. The numeral l0 designates an intake manifold to which a carburetor I l'is connected in the usual manner. A clutch operating shaft is indicated by the numeral I2 and, as best shown in Figure 2, a clutch operating pedal l3 and a brake operating pedal H are positioned upon this shaft, the shanks of both pedals including sleeves which encircle the shaft. The clutch operating pedal has alateral projection I! on its shank and a .clutch arm I6 is keyed to the shaft l2'a'djacent the pedal IS in the path of movement of the projection. Pressure exerted upon the clutch pedal l3 will cause the lateral projection IS on its shank to move the arm l6 forwardly to partially rotate the clutch operating shaft. The brake. pedal i4 includes a lateral projection I8 30 on its shank. A brake arm I9 is positioned on the shaft I 2 adjacent the brake pedal l4 and in the path of movement of the projection I I, the arm it including a sleeve portion which encircles the shaft.- Projection I8 is provided with an adjusting screw I 8a to permit variance of the moment of contact of projection i8 with arm I. When the brake pedal is moved forwardly, the lateral projection. l8 thereon will move the arm I! forwardly. The arm I8 is provided intermediate its length with a swivel connection to a rod 20 which extends into a fluid pressure'brake cylinder 2 i-and'there carries a-piston 20a, by means of which fluid in the cylinder 2| may be acted upon to actuate the brakes in well known manner.

Suitable means such assprings Ila and Ila respectively, may beprovided to hold the brake and clutch pedals l3 and I l in position to operate the brake arm 19 andclutch arm 16, respectively,

The automobile clutch and brakes may be actiiated by the pedals l3 and I4. but are ordinarily i controlled through -a' separate control pedal through connections which will now be described, 5

A control member or pedal 22 is mounted adjacent the floor board 23 of the automobile, the

. pedal 22 normally extending substantially parallel with the floor board. The control pedal 22 is pivoted adjacent its lower end upon a link 24, the lower endof the link being pivotally connected to the floorboard or its supporting structure at 25. A second link 23 is pivotally connected to the upper end of the control lever 22 and extends through the floor board toa lever 21 having one end thereof 'pivotally supported in a bracket 23 beneath the floor board. The link 26 is pivotally connected to the lever 21 intermediate the ends of the latter and a r 29 extends forwardly ll from this point of connection and is connected at its opposite end, through a lost motion device 30 including a spring 30a, to a rod 3| having its further end joined to the throttle valve arm 32 of the carburetor H. A return spring 32a is provided on the throttle arm. The lower end of the lever 21 is connected by means of a link 33 to a controlling member 34 which operates an automatic clutch controlling valve 34 of the usual type within a casing 35a.

A lever 33 has its upper end pivoted between lugs 31 on the lower surface of the floor board 23, the lower portion of this lever being bifurcated to pivotally support a reaction valve casing 33. Intermediate its length, the lever 36 has a I link plvotally connected thereto, the link extending through the floor board and having its opposite end pivotally .connecte d to the control pedal 22 at the point 40 at which the link 241s connected-to the controlpedal. The link 39 is 35 provided with a'shoulder 4| and a coil spring" surrounds the link beneath the shoulder. The opposite end of the coil spring 42 bears upon a socket 43 formed at the lower end of an equalizing lever 44 pivotally supported upon the lower 40 surface of the floor board upon a mg 45' which is ably bifurcated, the bifurcated portion bearing upon spaced shoulders 46 formed on the,link 26.

with respect to the engine co'mpartmentpf the automobile, the aperture in the floor board through which the spring extends is flanged as shown at 41 and a flexible covering Joins the flange 41 and the socket 43 of equalizing lever 44.

As shown in Figures 1 and 2, the control pedal 22 is provided with a hump orup-struck portion I0 atthe point where the links 24 and 38 are connected thereto,- this being the point at which the instep of the shoe of the driver would be construction greatly assists the driver in properly positioning his foot upon the pedal 22.

By the control pedal construction above described and by means of the connections thereto, pressure upon the upper portion SI of the pedal will cause the throttle valve of the carburetor to be actuated to a degree corresponding to the pressure 'exerted upon the upper portion of the pedal.

the clutch of the vehicle in a manner, hereinafter described. In order to apply the brakes of the vehicle, the driver would permit the upper portion ll' of the pedal to move outwardly to normal position and would exert pressure upon the lower portlo of the pedal, 1. e., the portion adjacent the h p 33. Pressure exerted adjacent the hump portion I3 will cause the link 39 to be moved 'In order to completely enclose the coil spring 42 positioned during the operation of the pedal. This Actuation of the throttle valve will also control,

inwardly to operate the brake control valve cas-.

ing 33, which, in turn, will actuate the brakes in a manner hereinafter described.

It will be noted that forward pressure exerted upon the upper end 5| of the control pedal 22 will move the upper end of the equalizing lever 5 44 inwardly (to the left in the drawings) so that the equalizing lever 44 will swing upon its pivot at 45 with the result that its lower or 'socketed end will move outwardly or to the right. The movement of the socketed portion 43 to the right will,through the medium of coil spring 42, tend to move the lower portion of the control pedal 22 outwardly or to the right. By this arrangement, inward pressure .upon the upper end 5| of the control pedal 22 will operate the throttle valve arm 32 of the carburetor and the pressure exerted upon the upper portion ii of the pedal will tend to hold the lower or brake actuating portion of the pedal in non-actuating position.

When thelower portion 50 of the control pedal 22 is pressed inwardly by pressure exerted at that point alone, the inward movement of the link 39 will tend to move the lower or socketed end 43 of the equalizing lever 44 inwardly or to the left by means of the compression effort exerted by the coil spring 42 upon the socket 43. This movement of the lower end of the equalizing lever 44 to the left will swing the upper portion of this lever to the right or outwardly so that the upper end 5| of the control pedal 22 will be retained in normal outward position.

From the above, it will be clear that a control pedal 22 is provided for operating two separate controls from diflerent portions thereof, the pedal -and its operating connections being so arranged that movement of the pedal to operate one control will resist simultaneous actuation of the other control.

On some occasions, as whenthe car is standing upon'an incline, it may be desirable to simultaneously actuate the throttle valve and the brakes. This can readily be accomplished through the control pedal 22, although such action will be opposed by an increased resistance of the spring 42 due to the fact that the inward movement of the upper portion of the control pedal 22 will, through the equalizing lever 44, exert pressure upon the inner end of the spring 42 while the simultaneous inward movement of the lower end of the control pedal 22 will also exert pressure upon the opposite end of the spring 42. However, sufllcient pressure over the entire area of the control pedal 22 will actuate both the throttle valve and the brake.

Should the driver become excited during an emergency requiring the sudden stopping of the vehicle, he would, by instinct, exert greater pressure upon the lower portion of the control pedal 22 and this would cause the brakes to be actuated in the proper manner. Even if the driver should. at such'a time, accidentally exert: pressure too high up upon the pedal 22, so'that the control pedal might tend to actuate the throttle valve,

.the inward movement of the upper end of the control pedal would be resisted by the greater pressure naturally exerted upon the pedal ad jacent the hump 50, compressing the spring 42 and" thereby resisting inward movement of the upper end of the equalizing lever 44.

It will be noted that the mounting of the control pedal 22 is such that when pressure is applied over the entire area ofthe pedal, it will move inwardly in a position substantially parallel to the floor board. Also. the fulcrum of the pedal is such that its lower portion will move in '16 accordance with the instinctive movement of the driver's foot and so that the upper portion will not be moved inwardly by pressure upon the lower portion, and vice versa.

The brake controlling .valve 55, the casing 38 of which is pivotally supported at the lower end of the lever 38, is shown in detail in Figure 3 and comprises the casing member, 38 and a valve A piston rod 85 on the piston is joined by an adjustable connection to an arm 88 integral with a sleeve8l mounted on the clutch operating shaft l2, as shown in Figure 2.

The valve or piston 58 carries a head portion 88 which is provided with a central bore 88 in which is mounted an expansible spring 18. The head portion 88 of the valve is stepped as shown at 1|, the stepped portion. projecting into a reduced bore in the casing 38. A stud I2 fixed in the valve or piston 58 extends through the central bore 88 of the head portion 88 and through an aperture therein to the exterior of the head 88. The outer end of the stud I2 is enlarged, as shown at 13. v

A port I5 opens from the inlet connection 58 to the interior of the cylinder 84, the port being positioned'opposlte the'normal position of the head portion 88 of valve or piston 58. The outfeed connection 8| communicates with the interior of the cylinder 84 by a port 18 positioned opposite or aligned with the inlet port 15. A

second port 18:: opens from the outlet connection 8| to the opposite end of the cylinder 84 and an outlet to atmosphere from the cylinder 84 is provided by means of a port 11 aligned with the port 18a.

When the'brakes of the automobile arenot applied, the valve or piston 58 and the head portion 88 will be in the position shown in Figure 3. At this time, the ports 15 and 18 will be closed because of the position opposite them of the valve head portion 88. The port", being-open to atmosphere, will permit the presence of atmospheric pressure in the end of the cylinder 84 behind the valve 58. The brake operating chamber 82, through 'port 18a, outlet connection 8| and tube 88, will alsobe open to atmosphere.

To actuate the brakes through the control pedal 22, the lower end 58 of the control pedal 22 is depressed. This will swing the lower, end of the link 38 inwardly (to the left in Figure3) carrying the valve casing 38 of the brake controlling valve 55 to the left, but the valve or piston 58 will be held stationary .by reason of its connection with the arm 88. The coil spring 18 will cause the valve head portion 88 to move to the left with the casing 38, thereby maintaining the ports 15 and I8 closed. Continued movement ofthe ports 15 and i8 will permit the suction from the intake manifold l8 to be effective, through tube 51, casing 38 and tube 88,. upon the brake operating chamber 82. The suction in the brake chamber 82 will act upon a piston 88a in that cylinder todraw the latter inwardly or to the left, thereby also moving its piston rod 88' to the left. The chamber 82 is provided with a vent 82a. to atmosphere to permit this movement of the piston 88a.

The piston rod 88 is connected at its outer-end to an arm 8| integral with the sleeve 81 on the clutch operating shaft |2.- The arm 8| includes a lateral projection 82 which extends behind the brake arm I! (as shown in Figure 2), to which arm is connected the rod 28 extending into the brake cylinder 2|. Hence, the movement .of the piston rod 88 to the left will cause the'rod 28 to be moved in the same direction to actuate the brakes. e

As has been stated above, the arm 8| which. thepiston rod 88 is connected is carried by the same sleeve 8'! on the clutch operating shaft |2 which carries the arm 88 which is connected to the valve or piston 58. of the brake control valve'55. It has been explained above that the movement of the lower portion 58 of the control pedal 22 will move the casing 38 of the brake control. valve 55 to the left and away from the valve or piston 58, thereby opening the suction ports 15 and 18. However, when the suction controlled by valve 55 becomes effective in the brake chamber 82 to move the piston rod 88 to the left, the. resulting movement of the arm 8| to the left will swing the arm 88 in the same direction, thereby causing the 'valve or piston 58 to move in that direction.

. from being too suddenly applied. In other words,

the brake control valve follows up the movement of the control pedal 22 and decreases the suction-effort in the brake chamber 82- to a degree predetermined by the amount of pressure on the control pedal 22. Another result of this mode of operation will be to cause some of the resistance encountered in-braking to be met by the operator's foot upon the control pedal 22.

-The connections whereby the control pedal 22 operates the throttle valve of the carburetor i are operatively connected to an arrangement for automatically controlling the clutch in accordance with the operationof the throttle valve. The means whereby this dual control is accomplished is as follows: The clutch controlling valve generally indicated by the numeral 35 is of the usual type for controlling suction to operate the clutch. The valve 35 may be controlled from the dash to be either operative or inoperative with the control pedal 22 by means of a control cable 341: extending to the dash from the valve 35 through a flexible-tubing; The valve 35 commuhicates with the intake manifold 1 8 through a tube 98 and communicates with a clutch operating chamber 8| in the cylinder 83 by means of a connection 92. When the valve 35 is positioned to close tube 88, it will be iii-inoperative position,

been explained abov that is, the suction effect will be discontinued, atmospheric pressure then flowing to chamber ll through valve groove 35b. The cylinder 83 is divided into the two chambers 62 and SI by means of a partition II.

A piston "a is positioned within the clutch operating chamber SI and is provided with a piston rod as which extends through the end wall of the chamber II and is pivotally connected to a lever ll, which lever is fulcrumed intermediate its ends upon a link I! pivotally supported upon the end wall of the chamber II The free end of the lever II is connected by-means of a rod 98 with clutch arm I! on the clutch operating shaft i2. As has e, the arm I is keyed to the clutch operating shaft.

When the upper end SI of the control pedal 22 is in the position shown in Figure l of the drawings, that is, in its extreme outward pos'itionfithe throttle valve is in idling position. At this time, the clutch willbe in disengaged position, assuming that the automatic clutch controlling valve 35 between the rods 29 and I l the throttle valve arm will not then move. The inward movement of the link 26 will swing the lever 21 upon its pivot 28 and the link connected to the free endof the latter lever will move the control valve member 34 to the left. This member, moving to the left, will close passage II to release the suction in the clutch operating chamber 9i, atmospheric pres-- sure then flowing to chamber 8i through valve groove 34b permitting the piston and piston rod 95 to move outwardly or to the left, with the result that the lower end of the lever 96 will move to the right, giving the arm i6 keyed to the clutch operating shaft a similar movement to actuate the clutch to operative or engaged position. 'Athabout the same moment; the lost motion between the* throttle control rods and 3| will be taken up in the lost motion connection ill and the throttle valve will move to the desired position in accord- .ance with the position'of the upper end' II of the control pedal 22. p

- When the upper end Ii ofthecontrol pedal 22 is permittedto move outwardly or tothe rightto' close thethrottieyalve, this movement of the controlpedal22wil1,'thr0ll8ht 8link20,level-21 and link 33,- move the controlling member 34 of the automatic clutch control valve 35 to the right. This will cause the suction ofthe intake manifold to be effective in the clutch chamber ll of cylinder 3 so that'the piston and piston rod 05 will bewn inwardly or tothe right. This movement of the piston rod II will swing the lower end of the lever I to the left, resulting infa'simllar movement of thejarmit on the clutch operatingshaft l2, thereby disengaging the clutch. At

the same moment, the throttle will, move to idling position. r

The simultaneous operation of the brakes and throttle valve, with the clutch, will be apparent i'romthe above explanations of the selective operation of the brakes and clutch. A

When the clutch arm the throttle valve and i8 is in extreme position to the right, and the clutch lsthereby in engagin position, the clutch arm it may be moved to inoperative position by means of the manual clutch pedal I3 because of the engagement 'of the lateral extension II on'the shank of the pedal with the arm I. The brakes ot the automobile may also be manually actuated by operation of the brake pedal it, the lateral projection ll of the latter contacting on such movement, with the brake arm i9.- In such usual operation of the brake pedal M, the automatic brake controlling valve 55 will not be actuated because the brake arm is will move forwardly to braking laxlisition without aflecting the position of the arm Suitable covers may be placed upon the rods 2|, 80, and 95 to close the joints between these rods and the outer faces of the cylinders in which they operate.

It will be understood that the invention is not limited to the details of construction shown in the drawings and described in the specification and that the examples of the use of the device which have been given do not include all of the uses of which the device is capable; also, that the phraseology employed in the specification is for the purpose of description and not of limitation. I claim:

1. The combination with an automobile including a plurality of controlling mechanisms therefor, of a supporting element movably mounted on the frame of the automobile, means for operating said controlling mechanisms, and connections extending from a plurality of points on said means to said respective controlling mechanisms, said means being supported at the free end of said element to permit said connections tosaid controlling mechanisms to be operated either simultaneously or selectively.

- 2. The combination with an automobile ineluding a' plurality of controlling mechanisms therefor, means to operate said controlling mechanisms comprising a pedal, connections to said controlling mechanisms extending from longituco-acting with said connections to support said pedal, said supporting means and said connections being so arranged that the pedal will move in a path conforming to the natural movements of the operators foot.

3. The combination with an automobile, including a plurality of controlling mechanisms theretor, of means to operate said controlling mecha-'- nisms, connections tween said 'means and said controlling mechanisms, said means having operative engagement with said connections to permit said controlling mechanisms to be operated either simultaneously or selectively. and means actuated upon selective operation of said first named means to prevent operation of the non-selected mechanism. u s s 4. The combination with an automobile, including carbureting apparatus and braking apparatus,

of controlling means for said apparatuses, conextending irom a. plurality of points on said means to said respective controlling mechanisms, said means being supported at the free end of said element to permit said connections to said controlling mechanisms to be operated either simultaneously or selectively, and means actuated upon selective operation of said first named means to prevent operationof the non-selected controlling mechanism.

' 6. The combination with an automobile including a carburetor and brakes, of a link pivotally connected to the frame of the automobile, a control pedal pivotally mounted at the free end of said link, connections extending from longitudinally spaced points on said control pedal to the carburetor and brakes, respectively, to permit the carburetor and brakes to be actuated either simultaneously or selectively, and means actuated upon selective operation of said control pedal to prevent operation of the non-selected connection.

RAY HARROUN. 

